Engine-manifold.



F. E. ARNDT.

ENGINE MANIFOLD.

APPLICATION FILED JULY 30.1911.

Patented June 4, 1918.

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ENGINE MANIFOLD.

APPLICATION FILED JULY 30. 1911.

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Patented June 4, 1918.

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GALIOZN', OHIO.

ENGINE-MANIFOLD.

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Speclfication of Letters Patent,

Patented June a l, NEW.

Application filed July 30, 1917 Serial No. 183,465.

To all whom it may concern:

Be it known thatI, FRANKLIN EFARNDT,

7 of Ohio, have invented certain new and useful Improvements in EnginesManifolds, of which the following is a specification.

This invention relates to engine manifolds and, broadly considered, has for its rimary purpose the provision of a manifol for internal combustion engines of that type gen erally used for the propulsion of motor vehicles, which is of such construction that kerosene and other relatively low-grade hydrocarbon fuels may be used.

It is one of the particularobjects of the present invention. to provide a manifold having separate gas intake and exhaust passages and a tween said passages presenting a relatively extensive surface area for enga ement by the exhaust flame and burned pro ucts.

It is another important object of the invention to provide a priming on within the intake passage of the manlfol to which gasolene or other refined fuel may be supplied for the starting of the engine.

The invention has for a further object to provide a manually operable valve on one side of the manifold for the admission of atmospheric air to the intake passage, whereby preignition of the gaseous fuel and waste thereof will be obviated.

i It is also an additional object of the invention to provide an improved mounting for the manifold upon the engine cylinders, whereby overheating ofthe cylinder jackets and the water contained therein is obviated,

And it is also a further of my invention to provide a device for the above purpose, which is relatively simple, as well as strong and durable in its construction, may be readily applied to the various types of motor vehicle engines, and the use of which will result in appreciable the engine.

With the. above and other objects in view, my invention consists in the novel features of construction, combination, and arrangement of parts to be hereinafter more fully described, claimed, and illustrated in the partition or division wall be of the manifold. general object from the side walls Figure 1 is a side elevation illustrating the preferred embodiment of my improved manifold applied to an engine;

DT, 0F GALION, OHIO, ASSIGNOR OF OiNE-HALF TO DAVID C. BOYD, UF v 1g. 2 is a longitudinal section through v the manifold;

Fig. 3 is a top plan view; Fig. 4 is a section taken on the line 4-4 of Fig. 2; and

1Fig. 5 is a detail elevation of the air valve p ate.

Referring in detail to the drawings, 5 designates the body of the manifold which, for purposes of illustration, I have herein shown as, operatively applied to a fourcylinder engine. The bottom wall of the manifold'body, at its center, is upwardly curved as at 6, said wall being upwardly inclined from opposite sides of this curved central section, as shown at 7, said inclined portions being provided with bores 8 to receive suitable attaching bolts. The-opposite end portions of the bottom wall of the manifold are downwardly inclined, as at 9, and are likewise provided with the bolt receiving bores 9. The space between the top and bottom walls of the manifold body constitutes an exhaust receiving chamber 10.

A wall 11 is integrally cast with the bottom wall of' the manifold body and is suitably spaced therefrom, said wall 11 having portions extending in parallel relation to the sections 7 of the body wall of the manifold. The spacebetween the wall 11 and 13 are provided. 1% ports communicating with the passage 10 Upon the side of the body wall of the manifold and the wall 11 which is next adjacent to the engine cylinders, the nipples or bosses 15 areformed and surround the respective intake and exhaust ports 13 and 14. hese bosses are adapted to be connected to the intake and exhaust ports of the engine cylinders in any approved manner and are of a suficient length to space the manifold wall some distance of the engine 0 linders.

The wall 11 is centrally form with a downwardly extending, tubular, curved neck 16 which is adapted to be connected to the carbureter and through which the gaseous passage 12, at opposite ends of which ports 7 designates the exhaust mixture is supplied to the passage 12 for admission to the intake ports of the engine cylinders.

Within the passage 12 and in opposed relation to the central upwardly curved portion 6 of the bottom wall of the passage 10, a cup-shaped wall or web 17 integrally connects the opposed sides of the wall 11 of the intake passage 12. The opposite longitudinal edges 18 of this cup-shaped web are spaced from the adjacent curved portions of the manifold wall. To the side walls of the body 5 of the manifold, below the curved wall section 6, a asolene suppl pipe 19 is connected to supp y a priming c arge to the cupped web 17. A suitable valve 20 is located in this pipe at a convenient oint.

In the other or outer side wall 0 the manifold, between the wall section 6 and the web 17 a plurality of air inlet openings 21 are formed. -A stud bolt 22 is fixed in the manlfold wall and, upon the same, a valve plate '23 is rotatably mounted, said plate having a similar series of openings 24 therein. This valve plate is normally held in frictional engagement against the face of the manifold wall by a coil spring 25. engaged .upon .the bolt 22 between the head thereof and the valve plate. An arm 26 is integrally cast with the plate 23, to which an operating rod 27 is connected. By the actuation 0 this rod, the valve plate may be rotated to register the openings 24 therein with the openings 21 and thus admit atmospheric air to the passage 12.

In the operation of my invention as above described, when the engine is first started, a small priming charge of gasolene is introduced and collects upon the cup-shaped web 17 Upon the suction stroke of the engine pistons, this 'gasolene is first drawn into the engine cylinders followed by the mixture of kerosene and air from the carburetor. Thus,

proper combustion will be assured .in the starting of the cold motor. After it has been started,.the supply of gasolene is cut off and the operation continues with" the, use of the kerosene only. The exhaust gases and flame admitted to the passage 10 .pass over the inclined and curved bottom wall sections of the manifold body to the pipe con-' nection extending to the-muffler, and in such passage this bottom wall thereof becomes highly heated. The central curved section 6 of the bottom wall of the manifold being located closely contiguous to the adjacent,

ports of the exhaust passage will be heated to a relatively high degree, and when the engine is operating at a low speed and there is relatively. little suction through the intake passage, the mixture upon entering this passage expands and partlally enters the pocket formed by the curved wall 6 so that a portion of the mixture will be heated to a relatively high degree and subsequently drawn 1. have found my improved manifold bustion in the engine cy inders, bein stood of course that the air valve 1s completely closed, said valve being opened only when operating at high speed, at which time the division wall between the intake and exhaust passages may become too highly heated. In this manner, more perfect combustion at a low operating speed is assured. This particular feature is not claimed in the present application, as it more properly forms the subject matter of my co-pending application for Patent, Serial No. 202,534, filed November 17, 1917 in which latter application, the web 17 is dispensed-with and means is provided for positively directing the gaseous mixture upon the highly heated wall section 6 of the manifold body. By providing the curvilinear and inclined wall sections as above explained, an extensive heating surface is obtained so that the complete vaporization of the kerosene is assured.

21 to the intake passage of the manifold for mixture With'the gas. This results in higher eficiency and eliminates the possibility of waste by preignition of the gaseous charge. in practical .-use and after thorough test, to be highly eficient, the thorough vaporization of the kerosene, resultin 1n perfect comtained by means of the construction a ovedescribe I have herein referred to a particular form and construction of the several parts of my improved manifold, but it will, of course, be understood that in practice, in the application of the manifold to various tylpes of motor vehicle engines, some minor 0 anges in the structural parts of the device may be required. I, therefore, reserve the privilege of resortingto all such le 'tiinate modifications as may be fairly em died within the spirit and scope of the invention as claimed.

Having thus fully described my invention, what I desire to claim and secure by Letters Patent is:

1. An engine manifold having intake and exhaust passages, and a transverse partition wall-separating said passages from each other, said wall being provided with oppo sitely inclined sections connected by a central curved wall section projecting into the exhaust passage.

2. An engine manifold having intake and exhaust passages, and a transverse partition wall separating said passages from each other, said wall being provided with a central, upwardly curved section forming a pocket in the intake passage, means integrally connecting the opposed walls of the manifold at the lower side of said pocket exhaust adapted to receive a priming charge, and means connected to one side of the manifold to supply the priming charge.

3. An engine manifold having intake and passages and a transverse partition wall separating said passages, said wall being formed to provide a pocket in the intake passage, a cup-shaped Web integrally connecting the opposed manifold walls at the lower side of said pocket adapted to receive a priming charge, and means for introducing the priming charge into said pocket.

4:. An engine manifold having intake and exhaust passages, a transverse partition wall separating said passages from each other and formed to provide a pocket in the intake passage, one of the side Walls of said pocket being provided with air inlet openings, and manually operable means for regulating the admission of atmospheric air through said openings into said pocket.

5. An engine manifold having intake and exhaust passages and a transverse partition wall separating said passages from each other, said wall having a portion projecting into the exhaust passage and forming a gas receiving pocket in the intake passage, and means at the open side of said pocket adapted to receive a priming charge.

6. An engine manifold having intake and exhaust passages and outlet and inlet ports therefor respectively, said manifold being further provided with a pocket in communication with the intake passage and having means therein to receive a priming charge, the wall of said pocket projecting into the exhaust passage.

In testimony whereof I afiix my signature in the presence of two witnesses.

FRANKLIN E. ARNDT.

Witnesses:

CHRISTINE YOUNG, JOHN J. SCHAEFER. 

